Motor-vehicle construction.



G. n. cHsvlLLE. .mo'oa VEHICLE coNsTRucTloN.

APPLICATION FILED DEC.1 2| |913.

` Patented Een. 28, 1915.

gend/iai l). C

n f l 4G. n. CHM/ILLE. MOTOR VEHICLE CONSTRUCTION.

APPLICATION FILED DEC. l2 1913.

L., Patented Dec. 28, 1915.

`'1l SHEETS-SHEET 3.

SMM Y Gem/M, .n @fw-JWM@ 4 f IM w G.'D CHIVILLE.

MOTOR VEHICLE CONSTRUCTION.

APPLICATION FILED Dsc. I2, IIs.

' Patented Dec. 28, 1915.

4 SHEETS-SHEET 4.

www@

@6MM l www/W@ vio tov

GERALD D. CHIVIL'LJE, 0F CHICAGO, ILLINOS.

MOTOBPVEHCLE CONSTRUCTION.

Specification of Letters Patent.

Patented Dec. 26, 19315.

Application led December 12, 1913. Serial No. SOGE.,

a citizen of the United States, residing at Chicago, in the county ofvCook and State of illinois, have invented certain newand useful improvements in Motor-Vehicle Constructions, of which the following is a full, clear, concise, and exact description, refen ence beinghad to the accompanying drawings, forming a part of this specification. y

t:li/1y invention relates to an improved construction for motor vehicles, pertaining particularly to the suspension of the enginev and the construction of the driving axle of the vehicle, as a result of which compactness and lightness is secured.

My invention is particularly applicable to narrow tread motor vehicles, of the so-called cycle car type, since it permits the parts to be of lcomparatively small weight, intimately associates the engine with lthe driving shaft, and supports substantially all of the weight of the engine upon the springs of the vehicle.

The several features of my invention will appear more particularly by reference to the several drawings, which are as follows:

Figure 1 shows in side elevation the driving axle and engine of a motor vehicle constructed in accordance with my invention, together with a portion of the framework of the vehicle supporting the engine. Fig.

2 is a plan View of the parts shown. in Figi.

1. Fig.. 3 is a detail view of the connection of one end of one of the radius rods. Fig. 4 shows in a view similar to Fig. 2 a portion of the driving axle and driving wheels together with the transmission casing broken away to show the internal mechanism.

Fig. 5 is a central sectional view taken through the countershaft of the driving train` Fig. 6 is an end 'View of the counter- 'shaft housing. Fig. 7 is a vertical sectional View through the'driving axle at its point ofsupport of one of the springs connected `with the framework of the vehicle. Fig. 8

is a central longitudinal sectional View through the transmission gearing mounted upon the driving axle.

Similar numerals refer to similar parts throughout the several views.

As shown in Figs. 1 and 2, the framework of the vehicle 1v has secured to its rear end at either side by U-bolts 2, a leafA spring 3 of such construction that the top of the framework 1 is lsomewhat lower than the center of the axle 4.- to which the end of the spring is attached. lt will be noted that the sprmgs are bent so that they extend downward near their ends and then are curved upward and around the top of the axle 4, the extreme end of the outer leaf 3 of the spring being extendedv around the axle 4 and clamped against its outer lower surface by means of the semi-circular plate 5 secured at its ends to the U-bolts 6, as shown in Fig. 7, so that when the U-bolts are drawn up snugly into proper position, they hold the end of the leaf 3 of the spring 8 securely against the. axle 4 and at thesame time hold the cap 7 irmly in place upon the axle to receivethe rear end of the radius rod 8, which is pivotally connected thereto at 9. The forward end of each radius rod 1s connected with. a bracket 10 secured by.

suitable bolts to the frame 1 and, in order that the radius rod may move freely ,about its point of support, the bracket 10 carries a ball'11, as' indicated in Fig 3, around which the end of the radius rod is secured by having its end 8a formed in the shape of a hemisphere having an outwardly extending flange to be secured by suitable bolts to the right-hand end o the engine and driving gearing by means of a ball and socket joint, this construction consisting in a bearing 13 carried by the bar 12 and a spherical head 14 secured by a yoke 15 to the flanges ofthe engine casing 16, as indicated in Figs. 1 and 2. The engine casing 16- is constructed in two parts, the upper part of which carries the two cylinders 17 which, l.

together with the controlling mechanism for running the engine, may be of any wellknown construction and forms nopart of l theppresent invention. rllhe axle end of the casing 16 is enlarged, as indicated, at 16,

.to inclose the transmissie-n and reversing gearin 18 which is mounted directly upon the driving axle.v The portion 16a of the casing is conicall shaped at its ends and terminates in tu ular .portions extending outwardly from the casing to form the rigid -portion 4 of the axle -for receiving the ends of the springs 3 and for supporting the inner members 19 of the bra-kes 2O secured the transmission and reversing gearing 18 is mounted. This gearing is driven by a sprocket wheel 23 by means of a chain 24 from a. sprocket. pinion 25, which is rigidly secured to a sprocket wheel 26 rotatably mounted upon the counter-shaft 27. The sprocket wheel 26 is engaged by a chain 28 which drivesl said sprocket wheel by rotation of the sprocket pinion 29 secured to the engine shaft 30. L

The construction of the countershaft 27 l and the manner of its support will be more clearly understood by reference to Figs. 5 and 6. The countershaft 27 is extended a considerable distance through the side plate 16 ofthe casing and carries the inner members'of ball bearings 28l and 29 near the sprocket wheel 26 and at the opposite end of the shaft, respectively. These innerV =members of the ball bearings are held securely in place on the countershaft either by being a tight fit thereon or by means of a nut, as indicated at- 30. The outer membersof the ball bearing 28 and 29 are supported by a conical bracket or housing 31 having cylindrical seats formed in the opposite ends of its bore for receiving with a free sliding fit the outer members .of said ball bearings. A spring ring 32 is inserted in a suitable groove in the larger end of the bore of the bracket 31 to hold the bearing 28 in place and thus to hold the entire countershaft in place in said bracket, for, when the ring is removed, the countershaft with all of the parts carried thereby may be readily drawn from the bracket for inspection or repair. The bracket or housing 31 is preferably continuous at its outer end, as indicated, so that the bearings contained therein are wholly inclosedv when the countershaft is in place in the housing so that the bearings are 'protected from dust and dirt.

The bracket 31 has formed therein a vertically elongated flange 33,

having four vertical slots 34 formed near its side edges to receive the supporting bolts 35, which extend through thel side Wall of the casing 16. As' a. result of this construction, when the chains land sprocket'wheels in Fig. 8 and consists of a casing 41, sur- Asleeve 48-and carryin` at its left-hand end wear somewhat, the slack may be taken up by loosening the'bolts 35 and moving the counter-shaft vertically Ia sufficient distance to compensate for the wear. The slots and supporting bolts are preferably so located that this compensation for wear will properly take up the slack of both of the chains at the same time. The outer end of thecountershaft 27 has secured to it by means of a vkey 36 a sleeve 37, to the inner flange 75 of which the sprocket wheels 25 and 26 are secured by pins 38, there being a tubular spacer 39 between said sprocket wheels to keep them at the proper distanceapart. .A nut I40 is provided to hold the sprocket wheel unit and sleeve in place upon the countershaft so as to permit its removal when desired.

The transmission gearing 18 is best shown rounded by a band brake 42 and,v in thisl casing, is mounted a plurality of horizontal shafts 43, eaclrcarrying a gear unit consisting of three gears 44, 45 and 46. As the shafts 43 and the gear units carried by them are identical, but one will .be described as toA its structure and operation. TheA gear 45 meshes with a gear 47 carried bythe left-hand end of a sleeve 48, to the right-hand end of which the sprocket wheel 23 is secured by means of4 a key, as indicated. A threaded collar 49 serves to hold the sprocket wheel 23 in place upon its l key. The sleeve 48 has secured. thereto, by

'means of a key as indicated, a disk 50 which .10o

forms the right-hand inclosingl wall of the brake element 51. The disk 50 has extending outwardly therefrom near its'periphery a oss 52, forming the bearing for a short shaft 53, to the outer end of which is secured an operating lever 54 for engagement by means of the operating cam 55, slidably mounted upon the sleeve 48 and provided with a groove 56 for receiving a suitable opera-ting device of any form welllmown in the art. The inner end of the shaft 53 has secured thereto a cam 57 for spreading the internal brake' band 58 into positive engagement with `the bra-ke shell 51 when the lever 54 is operated by movement of the cam 55 to the left. The brake .shell 51 is surrounded by a brake band 59 and is secured, by means of a suitable key, to a sleeve 60 rotatably mounted upon the a `gear 61 meshing with the gear 46. The gear 44 meshes with a gear 62 provided with an extending hub, as indicated, to form one of the bearings for the rotary .casing 41, the other side of which is sup/125 ported by the sleeve 60. Collars 63 and 64 are. secured to 4the driving axle 22. so

as to prevent motion of the transmissionand reversin gearing longitudinally upon the shaft. e gears 44 and 46 are shown 130 messes operates as follows: When the brake band 42 is set against the casing'41 to prevent rotation of said casing, the gear 47 driven by the sprocket Wheel 23, drives the gear 45l which, in turn, drives the gear 62 rigidly connected withthe shaft 22. Owing to the proportions of` the gears,v this speed may be a low speed of operation of the vehicle. When it is desired to increase the speed, the brake band 42 is released to permit rotation of the casing 41 and the brake band 58 is lset against the inner surface of the brake shell 51 by operation of the cam 55, which locks the sleeve 60 to the sleeve 48 and through casing 41, and' causes these partsnamely, the sleeve 48' and the sleeve 6() and the casing, to rotate together, and, therefore,

drives the` shaft 22 in precisely the saine manner as though for this condition the sprocket Wheels 23 were rigidly connected directly with the shaft 22. When it is desired to reverse the direction of motion of the vehicle, the brake bands 42 and 58 are released and the brake band 59 is set against the outer surface of the brake shell 51 to prevent rotation thereof and, for this condition, the gear 45 is driven, as before, by" means of the sprocket 'Wheel Withthe di'erence, however, that, since the ear 61 is preventedv from rotating, the e ect upon the gear 62 is to rotate it in the opposite direction from what it was rotated for the two 4 previous running conditions.` l From the above, it will appear that I provide a construction of motor vehicle in connection with which all of the change gearing for securing di'erent speeds and for reversing the direction of motion of the vehicle is mounted directly upon the driving axle, thus reducing the amount of gearing required for the vehicle to a minimum. While I have described the driving wheels as rigidly secured to the driving axle, it will be understood that I do not limit myself to this mode of, securing the driving wheels, as many forms of mechanical devices may be employed, if desired, which will not, rigidly secure the driving wheels to the axle, as, for example, one of the Wheels may be freely mounted upon the driving axle or, preferred, pawl and ratchet mech- `anism may be introduced between the Wheel and axle so asto allowany desired degree lof variation in the rate of rotation of one wheel relatively to the other, as may be lrequired, for example, in turning the vea framework, an engine supported thereby,

a driving axle, a spring support connecting lthe framework with the axle, a loosely mounted driving pinion mounted on said driving axle, driving means connecting the engine with said pinion, and speed changing gears mounted on said driving axle for operatively connecting said driving pinion and said driving axle. v

2. In a motor-driven vehicle, the combination of a framework, a driving axle, a spring support connecting the framework and axle, an engine carried by the framework, a countershaft driven by the engine, driving connections between the countershaft and the axle', and a support for the countershaft movable in a direction to take up the wear of the gearing extending from the engine to the axle.

3. In a motor-driven vehicle, the combination of a driving axle, traction wheels mounted upon the axle, speed-changing gears Vmounted directly upon and concentric with said axle and a casing i'evoluble on said shaft, said casing containing said speed changing gear and rotating about said shaft.

4. In a motor-driven vehicle, the combination of a driving axle, traction wheels mounted upon. the axle, and gearing mounted upon and carried by said axle and concentric therewith for changing the speed of rotation of said axle for the same speed of operation of the prime mover and for reversing the direction of rotation of said axle when desired.

v5. In a motor-driven vehicle, the combination of a driving axle, traction wheels mounted upon the axle, gearing mounted upon and carried by said axle for changing the speed of rotation of said axle for the same speed of operation of the prime mover and for reversing the direction of rotation of said axle when desired, and brake clutches for changing the operative condition of said gearing as desired.

6. In a motor-driven vehicle, the combination of a driving axle, driving wheels mounted upon the axle, gearing mounted upon and carried by said axle-for changing the lspeed of rotation of said axle for the same speed of operation of the prime mover and means to engage and hold stationary a part of said` gearing for reversing the direction of rotation of said axle when desired,

devices for holdingv the said bearing in a' desired adjustment.

8. In combination, an engine, a countershaft, a driven shaft, driving chains connecting the engine and driven shaft with said countershaft, said countershaft and -driven shaft being substantially in alinement with the shaft of the engine, a bearing for the countershaft movable transversely of a line extending through the engine shaft and the driven shaft, a support fory said bearing, and clamping devices for securing,

the bearing to said support .in any desired position.

9. In combination, a countershaft carrying a driving and a driven Vwheel both located at one end of said shaft, two bearings for said shaft, a support for said countershaft located adjacent to said wheels,

and a housing for said bearings extending away from said support, said housing being movable relatively to the support to adjust the position of said countershaft.

l0. In combination, a countershaft, driven and driving wheels secured to and carried by said countershaft, two bearings carried by said countershaft, a housing for said countershaft having surfaces for engaging said bearings with a slidingit, and a locking device for holding said bearings in place in said housing, removal of said locking devices permitting the withdrawal of the coun-A tershaft and bearings from said housing.

11. In combination, a countershaft carrying driving and driven wheels, two ball bearings carried by said countershaft, a

housing for said bearings having surfaces slidably engagin the outer members of said ball bearings, an a locking device for holding the bearings in position in said housing, removal of said locking device permitting said countershaft and said ball bearings to be removed as a unit from said housing.

12. In a motor-driven vehicle, thecombination of a frame, a driving axle, a spring supporting the frame from the axle below the level thereof, said spring being below the level of said axle, an engine carried by the frame and above the top thereof, and driving connections extending from the en-l gine to the axle.

In witness whereof, I hereunto subscribe my name this 10th day of December, A. D;, 1913.

GERALD D. CHIVILLE.

Witnesses:

ALBERT C.BELL, AUGUST H. L. ARNDT. 

